Brake



H. FORD March 15, 1932.

BRAKE 2 Sheets-Sheet Ill/ll/I/l/l/l/lll; VIII/Ill/IIIIA! Filed Oct. 5, 1927 INVFNTOR ATTORNEYS:

Patented Mar. 15, 1932 UNITED STATES. PATENT OFFICE HENRY FORD, OF DEARBORN, MICHIGAN, ASSIGNOR TO FORD MOTOR COMPANY, 01 DEARBORN, MICHIGAN, A CORPORATION OF DELAWARE BRAKE Application filed October 5, 1927. Serial No. 224,092.

The object of my invention is to provide a brake of simple, durable, and inexpensive construction.

Still a further object of my invention is to provide a brake which is especially adapted for the front steering wheels of an automotive vehicle.

Still a further object of my invention is to provide such a brake wherein the operating parts are protected from dirt and grease and accidental injury so far as may be possible.

Still a further object of my invention is to provide a novel form of adjusting-device for a brake, and to provide in combination with the adjusting device mechanism whereby it is substantially impossible to tighten the brake too much.

Still a further object of my invention is to provide an adjusting device for a brake wherein a cone shaped member may be forced between the ends of the brake to separate the brake ends to thereby adjust the clearance of the brake relative to the brake-drum, and to provide in combination with such a cone shaped member, notches whereby the cone may be locked in its adjusted position and whereby it is substantially impossible to adjust the brakes so that they do not have the correct amount of clearance.

Still a further object of my invention is to somewhat loosely mount my improved brake shoe so that engagement of the full length of each brake shoe may be insured whenever the brake is applied even though uneven wear may have occured or the shoes may not have been perfectly made.

Still a further object of my invention is to provide improved means for protecting the. adjusting device against dirt, grease, or water so that there is practically no danger that it will ever wear out, or rust, or get out of order.

Still a further object of my invention is to provide an improved method of applying these brakes, comprising a floating wedge which may be pressed between the-free ends of the brake shoes whereby equal and full engagement of both brake shoes may be insured whether they were initially accurately constructed or uneven wear has taken place.

Still a further object of my invention is to provide an improved means for mounting a floating wedge for operating the brake shoes. l/Vith these and other objects in view, my invention consists in the arrangement, construction, and combination of the various parts of my improved device, as described in the specification, claimed in the claims, and illustrated in the accompanying drawings,,in which: I

Figure 1 shows a vertical central sectional transverse View through a front or steering wheel having my improved brake installed thereon.

Figure 2 shows a vertical'sectional view taken on the line 22 of Figure 1.

Figure 3 shows a detailed sectional view taken on the line 3-3 of Figure 2.

Figure 4 shows a detail sectional view tak on on line 4-4 of Figure 2.

Figure 5 shows an enlarged detail sectional view illustrating the construction of the adjusting device, and

Figure 6 shows a horizontal sectional view taken on the line 6-6 of Figure 1.

Referring to the accompanying drawings, I have used thereference numbers 10 and 11 to indicate generally brake shoe members of T cross section. These brake shoe members are similar in all respects and interchangeable, and are provided near each end of each of the vertical webs thereof with openings designed to receive pins for mounting said brakes and operating same, Pairs of openings are provided in this vertical Web in position spaced from each of said first openings to receive springs for contracting the brake. Studs 12 are providptd at one end with clevices 13, sothat a pin 14 ay extend through said clevices and the openings at the upper end of the brake shoes 10 and 11 to pivotally connect each of the brake shoes with one of the studs 13. The adjacent ends of the studs 12 are beveled to form a chisel end 16 thereon, which are designed to contact with a conical notched head 17 which forms the adjusting member. A housing 18 is secured to the brake anchor plate 19 by means of laterally extending flanges 20 and rivets 21. The housing has sleeves 22 at either end thereof de-' signed to slidingly receive the studs 12. A

third sleeve 23 extends from the housing 18 in substantially the same horizontal plane as .the sleeves 22 but with its axis perpendicular thereto. The interior of this sleeve 23 is threaded as at 24 to'coact with corresponding threads on the shank 25 of the adjusting member. This shank 25 is preferably formed integrally with the adjusting member 17 and extends through and beyond the brake anchor plate 19 so that the squared end 26 thereof may be rotated by a wrench or other tool to adjust the adjusting member laterally by means of the threads 24.

From the foregoing description it will be seen that the shank 25 of the adjusting member may be rotated to adjust the notched cone 17 axially to thereby spread the studs 12 and consequently the upper ends of the brake shoes 10 and 11 or to permit these studs to approach each other. These studs 12 are normally yieldingly urged into engagement with I I the cone by the spring 27 A fourth sleeve 28 extends from the housing 18 at the side thereof opposite the sleeve 23, this sleeve 28 being of greater diameter than the adjusting cone 17 and having its axis coinciding with or registering with the axis of the shank 25 and sleeve 23. A washer 29 is riveted to an extending end of the ad usting cone 17 ,.this washer being of substantially the same diameter as the interior of the sleeve 28. When the adjusting member 17 is in place in the housing 18 it will be seen that the sleeve 28 and washer 29 will form a dust shield at one end of the adjusting cone to thereby protect same from harmful extrane ous matter. The outside end of the sleeve 23 is contracted in around the shank 25 to fit closely against same to prevent harmful extraneous matter from entering the adjusting mechanism at the opposite end of the adjusting member. The threads 24 are therefore thoroughly protected against becoming inoperative from causes such as rust, dirt, etc.

The upper sides of the studs 12 within the sleeves 22 are flattened out or relieved as is indicated at 30 in the drawings so that some vertical play of the ends of the brake shoes 10 and 11 is permitted. This is very important feature of the brake as this little vertical movement of the upper ends of the brake when the pressure is applied thereto makes the difference between a nice operating brake and one which does not operate very satisfactorily. The reason for the superior efiiciency of this construction is probably that there is a slight wedging-action at the end of the brake shoe against the brake drum due to said end swinging on a pivot, the axis of which is the point of contact of the chisel ends 16 of the studs 12' against the adjusting cone 17.

It will be noted that the adjusting cone '17 is provided with a plurality of serations tion has two advantages in that it provides a locking means which prevents the brake adjustment from altering during service and prevents the brake from being adjusted too tightly as the engagement of the brake shoes 10. and 11 with the drum when the studs are passing over the shoulders between the notches in the member 17 will prevent the adjustment from being made too tight. In other words the adjustment is accomplished by screwing the shank 25 until the energy required is considerably greater, due to the engagement of the shoes with the drum when the studs are passing over said shoulders so that the proper adjustment is automatically indicated to theoperator. If desired, the notches in the member 17 may be deep enough so that it is impossible to adjust the brakes too tight.

. The front axle 31 of the automobile has a hollow sleeve 32 at the end thereof. A hollow king bolt 33 is locked into this sleeve 32 by means of a fiat sided pin 34. The upper end of the king bolt 33 is provided with a housing 35 which is open at the inner side thereof. A brake operating rod 36 extends through this hollow king bolt 33 and is provided with a ball at either end thereof. A spring perch 37 extendsfrom the axle 31 is secured thereto by a nut 38. This spring perch 37 has an extension or boss 39 thereon designed to support one end of the sleeve 40. This sleeve 40 has an extension thereon through which a cap screw 42 may pass so outer end with a cam 44 designed to co-act with a. brake operating rod 36 to reciprocate same when the brake operating shaft 43 is rotated. The inner end of the brake operating shaft 43 has an arm 45 secured thereto so that the shaft 43 may be rotated by any suitable connections with brake pedals or brake levers mounted on a chassis.

A floating wedge 46 is connected to the ball at the lower end of the brake operating rod 36. This wedge 46 is prevented from lateral movement by the engagement of the ends thereof with spaced parallel retaining plates or washers 47. These plates are mounted on a stud 48 which is secured by a nut 49 to the brake anchor plate 19. The central portion of the stud 48 is enlarged so that the retaining plates 47 may bear against the shoulders at the ends of the enlarged portion and will be held in place thereby.

A pin 50 extends through the openings at bottom of brake shoes in the vertical webs thereof and a pair of rollers 51 are mounted on each pin 50. The wedge 46 is provided with a central rib 52 which extends between the roller 51 of each brake shoe to thereby prevent lateral movement of the brake shoe. The shoulders on each side of this rib 52 form the cam or working faces of the wedge 46 and engage the peripheries of the rollers 51 to spread the brake shoes and thereby actuate the brake mechanism. It will be noted that the rollers 51 are wide enough to engage both the cam surfaces of thewedge 46 and the edges of the washers 47. These washers 47 are fixed in place'on the brake anchor plate 19, so that a spring 53 extended between the brake shoes 10 and 11 draws the rollers 51 into contact with the washers 47 when the brake is in retracted position to thereby insure that the brake shoes will always be centralized relative to the brake drum 54' when they are in their retracted position. Whenever the wedge 46 is pushed downwardly to engage the brake, however it floats enough to move toward either of the brake shoes 10 or 11 so that if either of these shoes are not quite accurately made or uneven wear has taken place, then the wedge 46 may float sufiioient- 1y to apply an equal pressure to both brake shoes 10 and 11. That is the operating mechanism for the brake is so arranged that it is positively urged into contact with the brake drum, but provision is made to equalize the irregularities of the brake shoes, and at the same time-there is a positive stop against which the brake shoes are retracted so that the brake shoes will always be centralized with the drum when they are in their inoperative position.

Among the many advantages that result from the use of my improved brake mechanism, it should be pointed out first that I have constructed a brake such that the full working surfaces of both shoes will be fully and equally pressed into engagement with the drum when the brake is being operated so that I am able to secure the maximum efli- 'ciency of the brake shoes used. Another advantage results from the fact that the brake is made so that it is not at all likely to be adjusted so that it is too tight, and it can be made so that it cannot be adjusted so that the brake is too tight. Still a further advantage results from the construction whereby the upper ends of the brake shoes are mounted on a swinging pivot so that they can swing into full engagement with the brake drum whereby the friction on the Working surfaces of the brake shoes can be uniform throughout their length. Still a further advantage from the use of the floating wedge for spreading the brake shoes so that the brakes may be evenly applied even though they were not accurately initially formed or have worn unevenly. Still a further advantage results from the use of positive stop for the brake relatively large whereby an easy operating" brake is secured. Still a further advantage results from the use of the tapered wedge which I have provided in that operation of the parts does not tend to vary the adjustment of the brake and provision is made to prevent rust or dirt or the like from preventing operation of the adjustment at any time.

Some changes may be made in the arrangement, construction and combination of the various parts of my improved device without departing from the spirit of my invention, and it is my intention to cover by my claims such changes as may be reasonably included within the scope thereof.

I claim as my invention:

1. In -a brake, a brake anchor plate, a rigid brake shoe, a stud, means for operatively connecting one end of said stud to one end of said brake shoe, and the means for adjustably mounting said stud on said brake anchor plate to permit reciprocation and swinging movement of the stud relative to the anchor plate, said means including a tapered stop against which the end of the stud may bear.

2. In a brake, a brake anchor plate, a brake shoe, a stud, means for operatively connecting one end of said stud to one end of said brake shoe, an adjustable cone mounted on said i brake anchor plate in position to co-act with said stud, said cone having a plurality of notches therein adapted to be engaged by the end of said stud, and means for yieldingly urging said stud into contact with said cone, whereby the cone may be held in its adjusted position and the maximum adjusted tightness of the brake shoe may be determined by the engagement of thestud with said notches and depth of said notches.

3. In a. brake, a brake anchor plate, a pair of studs mounted on said brake anchor "plate,

an adjustable cone mounted on said brake anchor plate in position to coact with said studs, said cone having a plurality of notches therein adapted to be engaged by the ends of said studs, and means for yieldingly urging said studs into contact with said cone.

4. In a brake, a brake anchor plate, a brake shoe, a pair of studs, means for pivotally connecting one end of each of said studs to one end of oneof said brake shoes, an adjustable cone mounted on said brake anchor plate in position to coact with said studs, said cone having a plurality of notches therein adapted to be engaged by the free ends of said studs, and means for yieldingly urging said studs into contact with said cone, whereby the cone may be held in its adjusted position and the maximum adjusted tightness of the brake shoes may be determined by the engagement of the studs with said notches in the cone and the ends of the brake shoe adjacent to said studs may be permitted to swing sub stantially radiallyinto contact with a brake drum.

5. Ina brake mechanism having a braking member and. brake drum, adjusting means compensating for wear of the braking member permitting the portion of the braking member adjacent thereto to move into engagement with the drum in a path other than the pathof adjustment, and a stop arranged to limit said engaging movement.

6. In a brake mechanism having a braking member and brake drum, adjusting means compensating for wear of the braking member, means pivotally connecting" the braking member with the adjusting means permitting the portion of the braking member adjacent to said pivot to move into engagement with the brake drum in a path other than the path of adjustment, and a stop arranged to limit said movement.

7. In a brake mechanism having a'brake pensating. for Wear of the brake shoe, a stud pivotally connecting the brake shoe with the adjusting means permitting the portion of the brake shoe adjacent to the stud to move into engagement with the drum in a path substantially perpendicular to the adjusting movement path and a stop arranged to limit said perpendicular movement.

8. In a brake mechanism having a brake shoe and brake drum and brake anchor plate, adjusting means compensating for wear on the brake shoes, a stud pivotally connected to both brake shoe and adjusting means, and

a guide in the brake anchor plate permitting the portion of the brake shoe adjacent to said stud to move into engagement with the drum' in a path other than adjusting movement path and limiting said first mentioned movement.

9. A vehicle brake consisting of a braking memberand brake drum, adjustable means compensating for wear of the braking member', means pivotally connected both to one end of said braking member and to the adjusting means so as to anchor said end against circumferential movement and permit radial movement of said end into engagement with said drum, and means for applying the other endofsaid braking member.

10. A vehicle brake consisting of a brake shoe and brake drum, adjustable means compensating for wear of the brake shoe, means pivotally connected bothto one end of said brake shoe and to the adjusting means so as to anchor said shoe end against circumferential movement and permit radial movement of said end into engagement with said drum,

and means ,for applying the other end of said shoe.

11. A vehicle brake consisting of a pair of wear of the brake shoes, a pair of studs each pivotally connected both to one end of one shoe and to the adjusting means so as to anchor one pair of adjacent shoe ends against circumferential movement and permit radial movement of said ends into engagement with said drum, and means for spreading the opposite ends of said shoes to apply the brakes.

12. A vehicle brake consisting of a braking member and brake drum, means for anchoring one end of said member so that it may move into engagement with said drum, and means for limiting said engaging movement for the purpose described.

13. A vehicle brake consisting of a brake drum having a rigid brake shoe disposed therein, means for anchoring one end of said shoe so that it may move into engagement with said drum, and means for limiting said engaging movement for the purpose described. shoe and brake drum, adjustable means com- 14. A vehicle brake consisting of a brake drum having a rigid brake shoe disposed therein, means for anchoring one end of said shoe so that it may move radially into engagement with said drum, and meansfor limiting said engaging movement for the purpose described.

15. A vehicle brake consisting ofa brake drum having a rigid brake shoe disposed therein, means for adjustably anchoring one end of said shoe against circumferential movement, said means permitting radial movement of said shoe end into engagement with said drum, and a stop limiting said engaging movement for the purpose described.

16. A vehicle brake consisting of a brake drum having a pair of rigid brake shoes disposed therein, an adjusting device for spreading one pair of adjacent shoe ends, a pair of studs connecting said shoe ends with said adjusting device, said studs pivoting around said device thereby permitting said ends to swing radially into engagement with said drum, and means for limiting the engaging movement of said studs for the purpose described.

17 A vehicle brake consisting of a brake drum having a rigid brake shoe disposed therein, a stud pivotally connected to one end of said shoe, and a brake adjusting device having an elongated opening therein through whlch said stud extends, said opening permitting both longitudinal adjusting movement and ra dial pivotal movement of said stud and limiting said pivotal movement for the purpose described.

HENRY FORD. 

